EP0713000A1 - Internal combustion diesel engine - Google Patents

Internal combustion diesel engine Download PDF

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Publication number
EP0713000A1
EP0713000A1 EP94810657A EP94810657A EP0713000A1 EP 0713000 A1 EP0713000 A1 EP 0713000A1 EP 94810657 A EP94810657 A EP 94810657A EP 94810657 A EP94810657 A EP 94810657A EP 0713000 A1 EP0713000 A1 EP 0713000A1
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EP
European Patent Office
Prior art keywords
cylinders
internal combustion
engine
igniting
successively
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Granted
Application number
EP94810657A
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German (de)
French (fr)
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EP0713000B1 (en
Inventor
Robert Gläser
Jean Jenzer
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Wartsila NSD Schweiz AG
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Winterthur Gas and Diesel AG
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Application filed by Winterthur Gas and Diesel AG filed Critical Winterthur Gas and Diesel AG
Priority to DK94810657T priority Critical patent/DK0713000T3/en
Priority to DE59406785T priority patent/DE59406785D1/en
Priority to EP94810657A priority patent/EP0713000B1/en
Priority to JP22060595A priority patent/JP3730687B2/en
Priority to KR1019950040187A priority patent/KR100378463B1/en
Priority to CN95118182A priority patent/CN1082138C/en
Publication of EP0713000A1 publication Critical patent/EP0713000A1/en
Publication of EP0713000B1 publication Critical patent/EP0713000B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1812—Number of cylinders three
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1852—Number of cylinders thirteen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to a self-igniting reciprocating piston internal combustion engine, in particular a slow-running two-stroke diesel engine.
  • Slow-running diesel engines are usually large diesel engines with up to several thousand horsepower per cylinder. These motors are e.g. used in ships and as so-called stationary motors for driving generators for the generation of electricity.
  • the slow-running motors have speeds of 50 to 250 rpm (R.P.M.).
  • Torsional vibrations in the crankshaft or in the crankshaft and in the shafts coupled therewith which are generated by the harmonic tangential gas and inertial forces acting on the crankshaft; Torsional vibrations are essentially excited on the crankshaft crank and lead to torsional vibrations of the crankshaft and the entire shaft line and can cause unauthorized torsional vibrations and torsional stresses in the drive-output shaft system.
  • a self-igniting two-stroke reciprocating piston internal combustion engine is characterized by the features in the characterizing part of independent claim 1.
  • the dependent claims relate to particularly advantageous embodiments of the invention.
  • the clever selection of the firing order of the cylinders offers many possibilities, which can contribute significantly to an improved engine running with little effort.
  • An optimum can be found between the essential disturbance parameters of the motor for the intended use of the motor, in which certain disturbance parameters are more or less compensated for.
  • Useful requirements for a two-stroke diesel engine with thirteen cylinders according to the invention could be, for example: Lateral forces and moments of the third to eighth order are the same or smaller than in a two-stroke in-line diesel engine with twelve cylinders of the same type and size; internal mass moments less than or at least as low as in an engine with nine cylinders; Torsional vibrations like this low that the engine can be operated without additional torsional damping device if possible; Axial vibrations with a small amplitude of less than one millimeter to about two millimeters at the free end and also in such a way that the forces on the thrust bearing on the output side of the motor are limited.
  • the engine builder can give preference to one or the other firing order of the cylinders.
  • the order of the cylinders is always numbered in the opposite direction, i.e. in the case of a motor rotating clockwise, the numbering or enumeration of the cylinders is carried out in the counterclockwise direction, and conversely in the case of a motor rotating in the counterclockwise direction, the numbers are numbered or enumerated.
  • FIGS 1a to 1p the Kubelstars of particularly advantageous firing sequences according to the invention are shown schematically.
  • 1a, 1c, 1e, 1g, 1i, 1k, 1m, 1o relate to a two-stroke diesel engine with thirteen cylinders, in which the cylinders are numbered consecutively and the cylinder labeled 1 is on the side.
  • 1b, 1d, 1f, 1h, 1j, 1l, 1n, 1p relate to a two-stroke diesel engine with thirteen cylinders, in which the cylinders are numbered consecutively and the cylinder denoted by 1 is located on the output side opposite.
  • the self-igniting reciprocating piston internal combustion engine has thirteen cylinders which are arranged in series.
  • the firing order of cylinders one to seven takes place sequentially or together in groups of two or three cylinders if the numbering of the cylinders is successively started at one end of the cylinder bank of the engine.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The self-igniting engine is esp. of the slow-revolving two-stroke diesel type, with thirteen cylinders arranged in rows. The engine crankshaft is so formed that the ignition sequence of cylinders one to seven occurs in groups of two and three cylinders successively or concurrently, or partly concurrently and partly successively. Numbering of the cylinders is commenced successively at one of the two ends of the cylinder rows of the engine. When the cylinders are numbered successively from the driven side, the ignition sequence of the thirteen cylinders, observed from the driven side in an anti-clockwise direction, can be in one of eight combinations, of which the first is:- 1/8/13/7/2/5/12/9/4/3/10/11/6.

Description

Die Erfindung bezieht sich auf eine selbstzündende Hubkolbenbrennkraftmaschine, insbesondere einen langsamlaufenden Zweitakt-Dieselmotor. Langsamlaufende Dieselmotoren sind in der Regel Grossdieselmotoren mit bis zu mehreren Tausend PS Leistung pro Zylinder. Diese Motoren werden z.B. in Schiffen und als sog. stationäre Motoren für den Antrieb von Generatoren für das Erzeugen von Strom verwendet. Die langsam laufenden Motoren weisen Drehzahlen von 50 bis 250 U/min (R.P.M.) auf.The invention relates to a self-igniting reciprocating piston internal combustion engine, in particular a slow-running two-stroke diesel engine. Slow-running diesel engines are usually large diesel engines with up to several thousand horsepower per cylinder. These motors are e.g. used in ships and as so-called stationary motors for driving generators for the generation of electricity. The slow-running motors have speeds of 50 to 250 rpm (R.P.M.).

Bei Dieselmotoren der vorliegenden Art ist es von Bedeutung, dass die auftretenden Schwingungen, die durch vom Motor erzeugte Kräfte und Momente erzeugt werden, sich in gewissen Grenzen halten. Damit wird einmal die mechanische Beanspruchung des Motors selbst reduziert und dessen Lebensdauer erhöht. Darüber hinaus können vom Motor erzeugte Schwingungen und Momente von Motoren in Kraftwerken und Schiffen sehr störend sein. Wesentliche Störgrössen, sind:
der Massenausgleich, d.h. die freien, äusseren und inneren Kräfte und Momente, die von den oszillierenden und rotierenden Massen des Motors herrühren; der Massenausgleich, der bei einem Motor ungenügend ist, führt zu unakzeptablen Schwingungen um die Querachse und die Hochachse des Motors, welche dann wiederum zu unakzeptablen Schwingungen im Gebäude oder im Schiff führen;
Querkräfte und Quermomente, d.h. die Kräfte und Momente in Querrichtung (bzw. um die Hochachse), die durch die am Kreuzkopf in Querrichtung wirkenden Gas- und Massenkräfte erzeugt werden; Querkräfte und Quermomente führen zu Schwingungen des Motors um seine Längsachse und zu Torsionsschwingungen des Motorblocks zwischen den beiden Enden, vorne und hinten.In the case of diesel engines of the present type, it is important that the vibrations that occur, which are generated by forces and moments generated by the engine, remain within certain limits. This reduces the mechanical stress on the motor itself and increases its service life. In addition, vibrations and moments generated by the engine in Power plants and ships can be very disruptive. Significant disturbances are:
the mass balance, ie the free, external and internal forces and moments that result from the oscillating and rotating masses of the engine; the mass balance, which is insufficient for an engine, leads to unacceptable vibrations about the transverse axis and the vertical axis of the engine, which in turn lead to unacceptable vibrations in the building or in the ship;
Lateral forces and moments, ie the forces and moments in the transverse direction (or about the vertical axis), which are generated by the gas and mass forces acting in the transverse direction on the crosshead; Lateral forces and moments cause the engine to vibrate around its longitudinal axis and to torsional vibrations of the engine block between the two ends, front and rear.

Torsionsschwingungen in der Kurbelwelle bzw. in der Kurbelwelle und in den damit gekoppelten Wellen, welche durch die an der Kurbelwelle angreifenden harmonischen tangentialen Gas und Massenkräfte erzeugt werden; Torsionsschwingungen werden im wesentlichen an den Kröpfungen der Kurbelwelle angeregt und führen zu Drehschwingungen der Kurbelwelle und der gesamten Wellenleitung und können unerlaubte Torsionsschwingungen und Torsionsspannungen im Antriebs- Abtriebswellensystem verursachen.Torsional vibrations in the crankshaft or in the crankshaft and in the shafts coupled therewith, which are generated by the harmonic tangential gas and inertial forces acting on the crankshaft; Torsional vibrations are essentially excited on the crankshaft crank and lead to torsional vibrations of the crankshaft and the entire shaft line and can cause unauthorized torsional vibrations and torsional stresses in the drive-output shaft system.

Axialschwingungen der Kurbelwelle, bzw. in den damit gekoppelten Wellen, welche durch die an den Kurbeln der Kurbelwelle wirkenden harmonischen, radialen Gas- und Massenkräfte erzeugt werden. Diese können bei ungünstiger Zündfolge zu unerlaubten Axialschwingungen in der Kurbelwelle und damit zu störenden Schwingungen des Motors, im Gebäude oder Schiff führen.Axial vibrations of the crankshaft, or in the shafts coupled to it, which are generated by the harmonic, radial gas and mass forces acting on the crankshafts of the crankshaft. If the ignition sequence is unfavorable, this can lead to unauthorized axial vibrations in the crankshaft and thus to disturbing vibrations of the engine, in the building or on the ship.

In der Praxis geht es nun darum, Dieselmotoren so auszulegen, dass zwischen den wichtigsten Störquellen und Ursachen für Kräfte, Schwingungen und Momente ein günstiger Kompromiss gefunden wird.In practice, it is now a matter of designing diesel engines in such a way that a favorable compromise is found between the most important sources of interference and causes of forces, vibrations and moments.

Den Störungen der beschriebenen Art verhindernden, konstruktiven Massnahmen sind allein schon aus Kostengründen Grenzen gesetzt. Als eine zusätzliche Massnahme erweist sich die Wahl der optimalen Zündfolge des Motors als eine weitere Massnahme zur Verbesserung des Schwingungsverhaltens eines Motors.Constructive measures to prevent disruptions of the described type are limited for cost reasons alone. As an additional measure, the choice of the optimal ignition sequence of the engine proves to be a further measure to improve the vibration behavior of an engine.

Erfindungsgemäss ist eine selbstzündende Zweitakt-Hubkolbenbrennkraftmaschine durch die Merkmale im Kennzeichen des unabhängigen Anspruchs 1 gekennzeichnet. Die abhängigen Ansprüche beziehen sich auf besonders vorteilhafte Ausführungsformen der Erfindung. Die geschickte Auswahl der Zündfolge der Zylinder bietet vielerlei Möglichkeiten, mit geringem Aufwand wesentlich zu einem verbesserten Lauf des Motors beitragen kann. Je nach z.B. dem Verwendungszweck des Motors kann zwischen den wesentlichen Störparametern des Motors ein Optimum gefunden werden, bei dem bestimmte Störparameter mehr oder weniger stark kompensiert werden.According to the invention, a self-igniting two-stroke reciprocating piston internal combustion engine is characterized by the features in the characterizing part of independent claim 1. The dependent claims relate to particularly advantageous embodiments of the invention. The clever selection of the firing order of the cylinders offers many possibilities, which can contribute significantly to an improved engine running with little effort. Depending on e.g. An optimum can be found between the essential disturbance parameters of the motor for the intended use of the motor, in which certain disturbance parameters are more or less compensated for.

Sinnvolle Anforderungen an einen Zweitakt-Dieselmotor mit dreizehn Zylindern nach der Erfindung könnten beispielsweise wiefolgt lauten: Massenausgleich, d.h. äussere Massenkräfte und Momente wenigstens gleich gut oder besser als bei einem Reihen-Zweitakt-Dieselmotor mit neun Zylindern der gleichen Bauart und Baugrösse; Querkräfte und Quermomente der dritten bis achten Ordnung gleich oder kleiner als bei einem Reihen-Zweitakt-Dieselmotor mit zwölf Zylindern der gleichen Bauart und Baugrösse; interne Massenmomente kleiner oder wenigstens gleich niedrig wie bei einem Motor mit neun Zylindern; Torsionsschwingungen so gering, dass der Motor wenn möglich ohne zusätzliche Torsions-Dämpfungsvorrichtung betrieben werden kann; Axialschwingungen mit geringer Amplitude von weniger als einem Millimeter bis etwa zwei Millimeter am freien Ende und darüber hinaus so, dass das die Kräfte auf das Drucklager auf der Abtriebsseite des Motors begrenzt sind. Je nach Präferenz oder Anwendung kann vom Motorenbauer der einen oder anderen Zündfolge der Zylinder der Vorzug gegeben werden.Useful requirements for a two-stroke diesel engine with thirteen cylinders according to the invention could be, for example: Lateral forces and moments of the third to eighth order are the same or smaller than in a two-stroke in-line diesel engine with twelve cylinders of the same type and size; internal mass moments less than or at least as low as in an engine with nine cylinders; Torsional vibrations like this low that the engine can be operated without additional torsional damping device if possible; Axial vibrations with a small amplitude of less than one millimeter to about two millimeters at the free end and also in such a way that the forces on the thrust bearing on the output side of the motor are limited. Depending on preference or application, the engine builder can give preference to one or the other firing order of the cylinders.

Bei einem Zweitakt-Dieselmotor mit 13 Zylindern nach der Erfindung ergeben sich theoretisch 479'001'600 mögliche Zündfolgen, wenn man annimmt, dass die Kröpfungen der Kurbelwelle gleichmässig über die 360° verteilt angeordnet sind. Beim Weglassen aller Symmetrien bleiben immer noch 47'174'400 mögliche Zündfolgen übrig. Darüber hinaus ergibt sich noch eine unendliche Menge von winkelmässig verschieden Anordnungen der Kröpfungen, wenn diese nicht gleichmässig sein sollen.In a two-stroke diesel engine with 13 cylinders according to the invention, there are theoretically 479'001'600 possible firing sequences if one assumes that the crankshaft crankings are evenly distributed over the 360 °. If all symmetries are left out, 47'174'400 possible firing sequences are still left. In addition, there is an infinite number of angularly different arrangements of the cranks, if they are not to be uniform.

Generell ist zu beachten, dass bei der Numerierung der Zylinder in einer Zündfolge die Reihenfolge der Zylinder immer in der Gegendrehrichtung numeriert wird, d.h. bei einem im Uhrzeigersinn drehenden Motor erfolgt die Numerierung, bzw. Aufzählung der Zylinder im Gegenuhrzeigersinn und umgekehrt wird bei einem in Gegenuhrzeigersinn drehenden Motor im Uhrzeigersinn numeriert bzw. aufgezählt.In general, it should be noted that when numbering the cylinders in an ignition sequence, the order of the cylinders is always numbered in the opposite direction, i.e. in the case of a motor rotating clockwise, the numbering or enumeration of the cylinders is carried out in the counterclockwise direction, and conversely in the case of a motor rotating in the counterclockwise direction, the numbers are numbered or enumerated.

In den Figuren 1a bis 1p sind die Kubelsterne besonders vorteilhafter Zündfolgen nach der Erfindung schematisch dargestellt. Die Fig. 1a, 1c, 1e, 1g, 1i, 1k, 1m, 1o beziehen sich auf einen Zweitakt-Dieselmotor mit dreizehn Zylindern, bei dem die Zylinder aufeinanderfolgend numeriert sind und der mit 1 bezeichnete Zylinder sich auf der, der Seite befindet.In Figures 1a to 1p the Kubelstars of particularly advantageous firing sequences according to the invention are shown schematically. 1a, 1c, 1e, 1g, 1i, 1k, 1m, 1o relate to a two-stroke diesel engine with thirteen cylinders, in which the cylinders are numbered consecutively and the cylinder labeled 1 is on the side.

Die Fig. 1b, 1d, 1f, 1h, 1j, 1l, 1n, 1p beziehen sich auf einen Zweitakt-Dieselmotor mit dreizehn Zylindern, bei dem die Zylinder aufeinanderfolgend numeriert sind und der mit 1 bezeichnete Zylinder sich auf der Abtriebsseite gegenüberliegenden Seite befindet.1b, 1d, 1f, 1h, 1j, 1l, 1n, 1p relate to a two-stroke diesel engine with thirteen cylinders, in which the cylinders are numbered consecutively and the cylinder denoted by 1 is located on the output side opposite.

Die selbstzündende Hubkolbenbrennkraftmaschine weist dreizehn Zylinder auf, die in Reihe angeordnet sind. Die Zündfolge der Zylinder eins bis sieben erfolgt aufeinanderfolgend oder gemeinsam in Gruppen von je zwei oder drei Zylindern, wenn die Numerierung der Zylinder aufeinanderfolgend am einen Ende der Zylinderreihe des Motors begonnen wird.The self-igniting reciprocating piston internal combustion engine has thirteen cylinders which are arranged in series. The firing order of cylinders one to seven takes place sequentially or together in groups of two or three cylinders if the numbering of the cylinders is successively started at one end of the cylinder bank of the engine.

Claims (4)

Selbstzündende Zweitakt-Hubkobenbrennkraftmaschine, insbesondere langsamlaufender Zweitakt-Dieselmotor gekennzeichnet durch dreizehn Zylinder, die in Reihe angeordnet sind, und weiter die Kurbelwelle des Motors so ausgebildet ist, dass die Zündfolge der Zylinder eins bis sieben, in Gruppen von zwei und drei Zylindern aufeinander folgend oder miteinander, oder teilweise miteinander und teilweise aufeinander folgend zünden, wobei mit der Numerierung der Zylinder aufeinanderfolgend am einen der beiden Ende der Zylinderreihe des Motors begonnen wird.Self-igniting two-stroke lifting piston internal combustion engine, in particular slow-running two-stroke diesel engine characterized by thirteen cylinders, which are arranged in series, and further the crankshaft of the engine is designed so that the firing order of cylinders one to seven, in groups of two and three cylinders in succession or ignite with each other, or partially with each other and partially in succession, with the numbering of the cylinders starting successively at one of the two ends of the cylinder bank of the engine. Selbstzündende Zweitakt-Hubkobenbrennkraftmaschine, nach Anspruch 1, bei welcher, wenn die Zylinder aufeinanderfolgend, von der Abtriebsseite her numeriert sind, die Zündfolge der dreizehn Zylinder, von der Abtriebseite her im Gegenuhrzeigersinn betrachtet, eine der folgenden ist:
   1/8/13/7/2/5/12/9/4/3/10/11/6 (Fig. 1a) oder
   1/7/12/9/2/5/10/11/4/3/8/13/6 (Fig. 1c) oder
   1/7/13/8/2/5/11/10/4/3/9/12/6 (Fig. 1e) oder
   1/8/11/9/2/4/12/10/3/5/7/13/6 (Fig. 1g) oder
   1/8/12/7/3/4/13/9/2/5/10/11/6 (Fig. 1i) oder
   1/9/12/7/2/6/10/11/3/4/8/13/5 (Fig. 1k) oder
   1/7/12/8/3/4/11/10/5/2/9/13/6 (Fig. 1m) oder
   1/7/12/8/3/5/10/11/4/2/9/13/6 (Fig. 1o)
oder
wenn die Zylinder aufeinanderfolgend, von der, der Abtriebsseite gegenüberliegenden Seite her numeriert sind und die Zündfolge der, dreizehn Zylinder von der Abtriebsseite her betrachtet im Gegenuhrzeigersinn eine der folgenden ist:
   1/7/12/9/2/5/10/11/4/3/8/13/6 (Fig. 1b) oder
   1/8/13/7/2/5/12/9/4/3/10/11/6/(Fig. 1d) oder
   1/6/12/9/3/4/10/11/5/2/8/13/7 (Fig. 1f) oder
   1/8/13/6/3/5/12/10/2/4/11/9/7 (Fig. 1h) oder
   1/5/12/9/4/3/8/13/6/2/7/11/10 (Fig. 1j) oder
   1/9/13/5/2/7/12/8/4/3/11/10/6 (Fig. 1l) oder
   1/8/13/7/2/6/11/10/3/4/9/12/5 (Fig. 1n) oder
   1/8/13/7/2/6/11/9/4/3/10/12/5 (Fig. 1p)The two-stroke auto-ignition reciprocating internal combustion engine according to claim 1, wherein when the cylinders are sequentially numbered from the driven side, the firing order of the thirteen cylinders viewed counterclockwise from the driven side is one of the following:
1/8/13/7/2/5/12/9/4/3/10/11/6 (Fig. 1a) or
1/7/12/9/2/5/10/11/4/3/8/13/6 (Fig. 1c) or
1/7/13/8/2/5/11/10/4/3/9/12/6 (Fig. 1e) or
1/8/11/9/2/4/12/10/3/5/7/13/6 (Fig. 1g) or
1/8/12/7/3/4/13/9/2/5/10/11/6 (Fig. 1i) or
1/9/12/7/2/6/10/11/3/4/8/13/5 (Fig. 1k) or
1/7/12/8/3/4/11/10/5/2/9/13/6 (Fig. 1m) or
1/7/12/8/3/5/10/11/4/2/9/13/6 (Fig. 1o)
or
if the cylinders are consecutively numbered from the side opposite the output side and the firing order of the thirteen cylinders viewed from the output side is counterclockwise one of the following:
1/7/12/9/2/5/10/11/4/3/8/13/6 (Fig. 1b) or
1/8/13/7/2/5/12/9/4/3/10/11/6 / (Fig. 1d) or
1/6/12/9/3/4/10/11/5/2/8/13/7 (Fig. 1f) or
1/8/13/6/3/5/12/10/2/4/11/9/7 (Fig. 1h) or
1/5/12/9/4/3/8/13/6/2/7/11/10 (Fig. 1j) or
1/9/13/5/2/7/12/8/4/3/11/10/6 (Fig. 1l) or
1/8/13/7/2/6/11/10/3/4/9/12/5 (Fig. 1n) or
1/8/13/7/2/6/11/9/4/3/10/12/5 (Fig. 1p) Selbstzündende Zweitakt-Hubkobenbrennkraftmaschine nach Anspruch 1 oder 2, bei welcher die Drehwinkeldifferenz der Kröpfung der Kurbelwelle für nacheinander zündende Zylinder wenigstens angenähert 360°/₁₃ beträgt.Self-igniting two-stroke lifting piston internal combustion engine according to claim 1 or 2, in which the rotational angle difference of the crankshaft crank for successively igniting cylinders is at least approximately 360 ° / ₁₃. Selbstzündende Zweitakt-Hubkobenbrennkraftmaschine nach Anspruch 1 oder 2, bei welcher die Drehwinkeldifferenz der Kröpfung der Kurbelwelle für aufeinanderfolgend zündende Zylinder im Bereich von 0° bis 2 x 360°/₁₃ liegt.Self-igniting two-stroke reciprocating piston internal combustion engine according to claim 1 or 2, wherein the rotational angle difference of the crankshaft crank for successively igniting cylinders is in the range from 0 ° to 2 x 360 ° / ₁₃.
EP94810657A 1994-11-21 1994-11-21 Internal combustion diesel engine Expired - Lifetime EP0713000B1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DK94810657T DK0713000T3 (en) 1994-11-21 1994-11-21 Self-igniting piston combustion engine
DE59406785T DE59406785D1 (en) 1994-11-21 1994-11-21 Self-igniting reciprocating internal combustion engine
EP94810657A EP0713000B1 (en) 1994-11-21 1994-11-21 Internal combustion diesel engine
JP22060595A JP3730687B2 (en) 1994-11-21 1995-08-29 Compression ignition reciprocating piston combustion engine
KR1019950040187A KR100378463B1 (en) 1994-11-21 1995-11-08 Compression Ignition Reciprocating Copper Combustion Engine
CN95118182A CN1082138C (en) 1994-11-21 1995-11-20 Compressing ignition reciprocative piston type internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP94810657A EP0713000B1 (en) 1994-11-21 1994-11-21 Internal combustion diesel engine

Publications (2)

Publication Number Publication Date
EP0713000A1 true EP0713000A1 (en) 1996-05-22
EP0713000B1 EP0713000B1 (en) 1998-08-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP94810657A Expired - Lifetime EP0713000B1 (en) 1994-11-21 1994-11-21 Internal combustion diesel engine

Country Status (6)

Country Link
EP (1) EP0713000B1 (en)
JP (1) JP3730687B2 (en)
KR (1) KR100378463B1 (en)
CN (1) CN1082138C (en)
DE (1) DE59406785D1 (en)
DK (1) DK0713000T3 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1548251A1 (en) * 2003-12-17 2005-06-29 MAN B&W DIESEL A/S Two-stroke constant-pressure turbocharged internal combustion engine having 13 cylinders in a single row
EP1367238B1 (en) * 2002-05-27 2006-01-11 Wärtsilä Schweiz AG Piston internal combustion engine
EP1793104A1 (en) * 2005-12-05 2007-06-06 MAN B & W Diesel A/S A two-stroke internal combustion engine having 15 cylinders in a single row
CN100346065C (en) * 2004-01-28 2007-10-31 曼B与W狄赛尔公司 Two-stroke turbocharged internal combustion engine having 14 cylinders in a single row
CN100420833C (en) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 Two-stroke turbocharged I.C. engine having in-line ten cylinders
CN102926861A (en) * 2012-11-25 2013-02-13 淄博淄柴新能源有限公司 High-power nine-cylinder gas engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100313471B1 (en) * 1999-06-30 2001-11-14 윤종용 Navigation system apparatus and navigation method by use of mobile communication system
KR100638710B1 (en) * 2004-12-21 2006-10-26 엠에이엔 비앤드떠블유 디젤 에이/에스 Two-stroke turbocharged internal combustion engine having 10 cylinders in a single row

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DE417192C (en) * 1922-12-24 1925-08-17 Georg Held Method for balancing the inertia forces in multi-cylinder two-stroke internal combustion engines
DE429849C (en) * 1923-08-31 1926-06-03 Rudolf Dreves Method for reducing torsional vibrations
GB437175A (en) * 1934-06-22 1935-10-24 Fried Krupp Germaniawerft Ag A method of equalising torsional oscillations in four-stroke internal combustion engines having an uneven number of cylinders and equally spaced cranks
GB945404A (en) * 1960-06-30 1963-12-23 Goetaverken Ab Improvements in and relating to crank shafts for two-stroke internal combustion engines

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AT396970B (en) * 1984-12-21 1994-01-25 Avl Verbrennungskraft Messtech MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

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Publication number Priority date Publication date Assignee Title
DE417192C (en) * 1922-12-24 1925-08-17 Georg Held Method for balancing the inertia forces in multi-cylinder two-stroke internal combustion engines
DE429849C (en) * 1923-08-31 1926-06-03 Rudolf Dreves Method for reducing torsional vibrations
GB437175A (en) * 1934-06-22 1935-10-24 Fried Krupp Germaniawerft Ag A method of equalising torsional oscillations in four-stroke internal combustion engines having an uneven number of cylinders and equally spaced cranks
GB945404A (en) * 1960-06-30 1963-12-23 Goetaverken Ab Improvements in and relating to crank shafts for two-stroke internal combustion engines

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1367238B1 (en) * 2002-05-27 2006-01-11 Wärtsilä Schweiz AG Piston internal combustion engine
EP1548251A1 (en) * 2003-12-17 2005-06-29 MAN B&W DIESEL A/S Two-stroke constant-pressure turbocharged internal combustion engine having 13 cylinders in a single row
CN1313715C (en) * 2003-12-17 2007-05-02 曼B与W狄赛尔公司 Two-stroke constant-pressure turbocharged internal combustion engine having 13 cylinders in a single row
CN100346065C (en) * 2004-01-28 2007-10-31 曼B与W狄赛尔公司 Two-stroke turbocharged internal combustion engine having 14 cylinders in a single row
CN100420833C (en) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 Two-stroke turbocharged I.C. engine having in-line ten cylinders
EP1793104A1 (en) * 2005-12-05 2007-06-06 MAN B & W Diesel A/S A two-stroke internal combustion engine having 15 cylinders in a single row
WO2007065426A1 (en) * 2005-12-05 2007-06-14 Man B & W Diesel A/S Two-stroke turbocharged internal combustion engine having 15 cylinders in a single row
CN102926861A (en) * 2012-11-25 2013-02-13 淄博淄柴新能源有限公司 High-power nine-cylinder gas engine

Also Published As

Publication number Publication date
KR100378463B1 (en) 2003-07-07
DK0713000T3 (en) 1998-11-16
KR960018178A (en) 1996-06-17
CN1082138C (en) 2002-04-03
DE59406785D1 (en) 1998-10-01
JP3730687B2 (en) 2006-01-05
JPH08144779A (en) 1996-06-04
CN1133391A (en) 1996-10-16
EP0713000B1 (en) 1998-08-26

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